Claims:We Claim

1. An automated damping control system (100) in suspension of a vehicle comprising of at least a temperature sensing element (10), an electronic control unit (20), a motor (30), communication protocol (40) and a suspension unit (50), wherein
- the temperature sensing element (10) is mounted on the canister (52) and is in communication with the electronic control unit (50) through the communication protocol (40);
- the motor (30) is fitted on the mounting bracket (54) of the suspension unit (50) and is in continuous communication with the electronic control unit (20) through the communication protocol (40); and
- said control unit (20) is mounted suitably inside the vehicle in close proximity of the temperature sensing element (10) and is configured to control the damping characteristics automatically through the motor (30) in response to the change in temperature of the damping fluid.

2. The automated damping control system (100) in suspension of a vehicle as claimed in claim 1 wherein the temperature sensing element (10) is mounted on the outer surface of the canister (52) in such way that the damping fluid flow channel (60) of the canister (52) is collinear with said temperature sensing element (10).

3. The automated damping control system (100) in suspension of a vehicle as claimed in claim 2, wherein said temperature sensing element (10) is rigidly mounted inside the housing (11) provided therefor on the outer surface of the canister (52) so as to compensate the fluctuation in the temperature reading in response to vibrations and other environmental factors.

4. An automated damping control system (200) in suspension of a vehicle comprising of at least a pressure sensing element (13a or 13b), an electronic control unit (20), a motor (30), communication protocol (40) and a suspension unit (50), wherein
- the pressure sensing element is selected from a set of (13a and 13b) wherein the pressure sensing element (13a) is mounted inside the canister (52), the other pressure sensing element (13b) is mounted inside the suspension unit (50); said pressure sensing elements (13a or 13b) are in communication with the electronic control unit (20) through the communication protocol (40);
- the motor (30) is fitted on the mounting bracket (54) of the suspension unit (50) and is in continuous communication with the electronic control unit (20) through the communication protocol (40); and
- said control unit (20) is mounted suitably inside the vehicle in close proximity of the pressure sensing element (13a or 13b) and is configured to control the damping characteristics automatically through the motor (30) in response to the change in pressure of the damping fluid sensed by pressure sensing element (13b) or the change in pressure of gas sensed by the pressure sensing element (13a).

5. The automated damping control system (200) in suspension of a vehicle as claimed in claim 4 wherein the pressure sensing element (13a) is mounted inside the canister (52) on the gas cap (53) and the other pressure sensing element (13b) is mounted on the base valve (66) of the suspension unit (50).

6. The automated damping control system in suspension of a vehicle as claimed in claims 3 or 5, wherein shaft of the motor (30) is rigidly fixed to the screw (80) inside the bracket (54) of the suspension unit (50) making positive and continuous communication with the said screw (80).

7. An automated damping control system (300) in suspension of a vehicle comprising of a temperature sensing element (10), a pressure sensing element (13a or 13b), an electronic control unit (20), a motor (30), communication protocol (40) and a suspension unit (50), wherein
- the temperature sensing element (10) is rigidly mounted inside a housing (11) on the outer surface of the canister (52) in such way that the damping fluid flow channel (60) of the canister (52) is collinear with said temperature sensing element (10) and is in communication with the electronic control unit (20) through the communication protocol (40),
- the pressure sensing element selected from a set of pressure sensing element (13a) mounted inside the canister (52) on the gas cap (53) and the pressure sensing element (13b) mounted on the base valve (66) of the suspension unit (50); said pressure sensing element (13a or 13b) is in communication with the electronic control unit (20) through the communication protocol (40); and
- the motor (30) is fitted on the mounting bracket (54) of the suspension unit (50) and is in continuous communication with the electronic control unit (20) through the communication protocol (40); and shaft of the motor (30) is rigidly fixed to the screw (80) inside the bracket (54) of the suspension unit (50) making positive and continuous communication with the said screw (80); said control unit (20) is mounted suitably inside the vehicle in close proximity of the sensing elements (10 and, 13a or 13b) and is configured to control the damping characteristics automatically through the motor (30) in response to the change in temperature of the damping fluid and pressure of the gas or damping fluid.

8. The automated damping control system in suspension of a vehicle as claimed in claim 6 or 7, wherein the communication protocol (40) is selected from a group wired communication (wiring harness) and wireless communication or combination of thereof.

9. The automated damping control system in suspension of a vehicle as claimed in claim 8, wherein the automated damping control system is configured to incorporate an actuator selected from a set of electronic, electro-mechanical and hydraulic actuators in place of the motor (30).

10. The automated damping control system in suspension of a vehicle as claimed in claim 9, wherein the system is provided with an auto bypass switch (120) and the said switch is in communication with the electronic control unit (20) through the communication protocol (40).

11. An automated damping control system in suspension of a vehicle as claimed in claim 10, wherein the suspension unit (50) comprises of mounting brackets (54 & 56), a first main spring (58), an outer tube (62), an inner tube (64), spring seats (S1, S2 and S3), a canister (52), a base valve assembly (66), a second main spring (68), a rebound spring (70), a piston rod (72), a guiding and sealing assembly (74), a bump rubber (76), wherein,
- the piston rod (72) has a hollow cylindrical shape with its one end fitted within the mounting bracket (54), an intermediate hollow cylindrical part (130) is fitted and partially located within the other end of the piston rod (72), the intermediate hollow cylindrical part (130) has a lower cylindrical portion for locating and fixing the piston (140) and the piston (140) is positioned within the inner tube (64); and
- the rebound spring (70) is located between an annular rib given on the intermediate hollow cylindrical part (130) and the lower surface of the lower guide (G1).

12. An automated damping control system in suspension of a vehicle as claimed in claim 11, wherein
- the first main spring (58) is located between the spring seat (S1) given on the mounting bracket (54) and the spring seat (S2) given on the outer tube (62), the second main spring (68) is located between lower end of the spring seat (S2) given on the outer tube (62) and the spring seat (S3) given on the mounting bracket (56);
- the outer tube (62) is fixed within the open cylindrical portion of the mounting bracket (56), the inner tube (64) is fixed concentrically with the outer tube (62) within the open cylindrical portion of the mounting bracket (56), the gas canister (52) is fitted on lower end of the mounting bracket (56) and is connected by a passage (60) to lower end of the open cylindrical portion of the mounting bracket (56);
- the base valve assembly (66) is mounted at the base of the open cylindrical portion of the mounting bracket (56) and located within the inner tube (64), a passage given in the mounting bracket (56) bellow the base valve assembly (66) connects the space given below the base valve assembly (66) and the space between the inner tube (64) and the outer tube (62);
- the guiding and sealing assembly (74) has a lower guide (G1) having surfaces resting on both the upper surface of inner tube (64) and inner curved surface of the outer tube (62), an upper guide (G2) having sealing lips that is located resting above the lower guide (G1) and has a curved surfaces resting on inner curved surface of the outer tube (62), a top cap (TC) located above the upper guide (G2) and fixed to the open end of the outer tube (62), the guiding sealing assembly (74) has a central opening to allow the piston rod (72) to reciprocate;
- the damping pin (122) is located inside the hollow cylindrical portion of the piston rod (72) above the intermediate hollow cylindrical part (130), the adjustment screw (80) is located above the damping pin (122) and within a hollow space within the mounting bracket (54); and
- the bump rubber (76) is located on the piston rod (72) between the top cap (TC) and a flat fixing nut (FN) given below the spring seat (S1) on the piston rod (72).

Dated 31st day of March 2021
, Description:FORM 2
The Patent Act 1970
(39 of 1970)
&
The Patent Rules, 2005

COMPLETE SPECIFICATION
(See Section 10 and Rule 13)

TITLE OF THE INVENTION
“AUTOMATED DAMPING CONTROL SYSTEM IN SUSPENSION OF A VEHICLE”

Endurance Technologies Limited
E-92, M.I.D.C. Industrial Area, Waluj,
Aurangabad – 431136, Maharashtra, India

The following specification particularly describes and ascertains the nature of this invention and the manner in which it is to be performed.
Field of Invention

[001] The present invention is related to suspension system of a vehicle. More particularly, the present invention is related to automated damping control system in suspension unit of a vehicle wherein the damping is automatically controlled in response to the changes in temperature or pressure of the damping fluid or combination thereof.

Background of the Invention

[002] In vehicles, suspension unit is one of the important system of a vehicle imparting ride comfort to the user of the vehicle during driving. The degree of ride comfort imparted by the suspension unit of a vehicle, particularly in two wheelers (bikes and scooters), depends on the damping performance of the suspension system in response to the road conditions. In Indian scenario, where most of the roads particularly in semi-urban and rural areas are undulating and rough, the suspension system is more subjected to deliver its best possible performance in the interest of ride comfort of the rider.

[003] Therefore, to address the issue of better ride comfort, Indian vehicles (bikes and scooters) are provided with suspension system wherein the damping of the suspension system is adjusted manually depending on the road condition by the vehicle user. In this solution, the damping adjustment is fixed irrespective of the road conditions and cannot be adjusted / readjusted while driving the vehicle. Further, the damping performance of the suspension system depends on the pressure and temperature of the damping fluid. When the roads are very rough and undulating, the temperature and pressure of the damping fluid increases leading to poor performance of the damping system. Therefore, while making the damping adjustment in the suspension system in an optimized way, one has to consider temperature and pressure of the damping fluid as well for the efficient damping control. But in absence of the real time data of the temperature and pressure of the damping fluid, it becomes very difficult to adjust the damping system for efficient performance and better ride comfort.

[004] However, to address above concern a series of efforts have been done by the researchers to tap real time data of temperature and pressure of the damping fluid and indicate it to the rider so that the rider can accordingly make the damping adjustment in the suspension system of the vehicle. Document No. US3791494 describes hydraulic shock absorbers adapted to be mounted between the sprung mass and the unsprung mass of a vehicle body wherein a temperature responsive flow restricting element disposed in a fluid passage formed in the piston rod of the shock absorber to control fluid flow there through. But the drawback of this solution is that the temperature responsive restrictor element is placed at quite interior of the suspension unit, particularly in the piston rod, leading to complexity of the system. Further, by any means, if the temperature responsive restrictor element fails, then it leads to complete failure of the suspension system and replacing it with a new one is very cumbersome and time consuming task as one has to dismantle the whole suspension system and again assemble it.

[005] The prior art document no. US8196721B2 talks about hydro-pneumatic spring and damper system wherein the sensors are connected along with the coolant circuit to ensure normal operation of the damping device. This document does not teach about automatic adjustment of damping in response to change in temperature. However, it activates the cooling circuit which is not an intention at all of the present invention. Another document No. US20170166027A1 presents a damper control system comprising a controller configured to estimate a temperature of a damper fluid based on data relating to heat added to and heat removed from the fluid. The drawback of this system is that the system is addressed for a four wheeled vehicle and not for the two wheeled vehicle. Further, the temperature sensors may or may not be direct contact with damper fluid in this system that may lead to wrong and/or inaccurate data about the temperature readings. The document no. US8936139B2 teaches about method and apparatus for suspension adjustment wherein in response to rise in pressure of the damping fluid, the system triggers the action of the bleed valve. This document also do not educate about the automatic damping control in response to the change in temperature and pressure of the damping fluid.

[006] It is very much appreciated that the good efforts have been made to control the damping electronically and each of the efforts is different from the other with varying degree of success. However, none of the prior art documents teaches and/or motivates to control damping values automatically as the function of temperature and pressure of the damping fluid during the running condition of the vehicle. Hence, there is long pending unmet need to provide a system that automatically controls and set the damping characteristic of the suspension system based on the inputs from temperature and/or pressure data of the damping fluid and provide on-board improved ride comfort to the end user or rider of the vehicle.

Objectives of the Invention

[007] The main objective of the present invention is to provide an automated damping control system in suspension unit of the vehicle.

[008] Another objective of the present invention is to provide an automated damping control system in suspension unit of the vehicle wherein the damping is adjusted in real-time while the vehicle is running on the road.

[009] Yet the objective of the present invention is to provide an automated damping control system wherein the damping characteristics are being automatically set based on the temperature and pressure data of the damping fluid.

[0010] Still the objective of the present invention is to provide an automated damping control system that provide the improved ride comfort to the user irrespective of the road conditions.

[0011] Further objective of the present invention is to provide an automated damping control system in suspension unit of the vehicle wherein the system has a provision to bypass the auto mode and enter into the manual mode of damping adjustment.

Brief Description of the Drawings

[0012] This invention is illustrated in the accompanying drawings, throughout which like reference letters / numerals indicate corresponding parts in the various figures. The embodiments herein and advantages thereof will be better understood from the following description when read with reference to the following drawings, wherein

[0013] Figure 1a shows the schematic of an automated damping control system based on the temperature input in accordance with an embodiment of the present invention.

[0014] Figure 1b shows the magnified view of the canister of the suspension system of Fig. 1a and the location of the temperature sensor mounted thereon as per the invention.

[0015] Figure 2a shows the schematic of an automated damping control system based on the pressure input of the damping fluid in accordance with another embodiment of the present invention.

[0016] Figures 2b and 2c shows the magnified view of the base valve of the suspension unit and gas cap of the canister of Fig. 2a disclosing the location of the pressure sensor mounting as per the invention.

[0017] Figure 3 shows the schematic of an automated damping control system based on the temperature and pressure input in accordance with another embodiment of the present invention.

[0018] Figure 4 shows the magnified cut section view of the suspension unit (50) of an automated damping control system in accordance with the present invention.

Detailed Description of the Present Invention

[0019] The invention will now be described in detail with reference to the accompanying drawings which must not be viewed as restricting the scope and ambit of the invention.

[0020] Referring to Fig. 1a, an automated damping control system (100) for suspension of a vehicle in accordance with the preferred embodiment of the invention comprises of a temperature sensing element (10), an electronic control unit (20), a motor (30), communication protocol (40) and a suspension unit (50). The communication protocol (40) is selected from a group wired communication (wiring harness) and wireless communication or combination of thereof.

[0021] Referring to Figs. 1a and 1b, the temperature sensing element (10) is mounted on the canister (52) and is in communication with the electronic control unit (20) through the communication protocol (40). The temperature sensing element (10) is mounted on the outer surface of the canister (52) in such way that the damping fluid flow channel (60) of the canister (52) is collinear with said temperature sensing element (10). This is the most optimized location for sensing the temperature of the damping fluid, particularly damping oil, because the damping fluid flow channel (60) dynamically connects the oil in canister with the oil main suspension body and the oil in main suspension body is subjected to temperature change due the fluid friction in the base valve assembly (66). Further, the temperature sensing element (10) is provided with a housing (11) and the sensing element (10) is rigidly mounted inside said housing (11) provided therefor on the outer surface of the canister (52) so as to compensate the fluctuation in the temperature reading in response to vibrations (refer fig. 2). The housing (11) also protects the temperature sensing element (10) from getting damaged due to vibrations, sudden jerks and other climatic factors.

[0022] The motor (30) is fitted on the mounting bracket (54) of the suspension unit (50) by the suitable means of fastening and is in continuous communication with the electronic control unit (20) through the communication protocol (40). The motor (30) is mounted in such way that the shaft of the motor (30) is rigidly fixed to the screw (80) inside the bracket (54) of the suspension unit (50) making a positive and continuous communication with the said screw (80).

[0023] The electronic control unit (20) is mounted suitably inside the vehicle in close proximity of the temperature sensing element (10). The said control unit (20) is embedded with the data processing modules and is configured to control the damping characteristics automatically through the motor (30) in response to the change in temperature of the damping fluid. The electronic control unit (20) is linked to a power source (P) by means of another set of the communication protocol (40) and the power source (P) is preferably the battery of the vehicle.

[0024] The automatic damping control system of the invention is provided with an auto bypass switch (120) and the said switch is in communication with the electronic control unit (20) through the communication protocol (40). The auto bypass switch (120) is mounted suitably on the instrument panel or handle bar of the vehicle by suitable fastening means so that it is in comfortably approachable reach of the driver while driving the vehicle. Further, the automated damping control system in suspension of a vehicle is configured to incorporate an actuator selected from a set of electronic, electro-mechanical and hydraulic actuators in place of the motor (30).

[0025] Referring to Fig. 4, the suspension unit (50) comprises of mounting brackets (54 & 56), a first main spring (58), an outer tube (62), an inner tube (64), spring seats (S1, S2 and S3), a canister (52), a base valve assembly (66), a second main spring (68), a rebound spring (70), a piston rod (72), a guiding and sealing assembly (74) and a bump rubber (76).

[0026] The piston rod (72) has a hollow cylindrical shape with its one end fitted within the mounting bracket (54). The bump rubber (76) is located on the piston rod (72) between a top cap (TC) and a flat fixing nut (FN) given below the spring seat (S1) on the piston rod (72). An intermediate hollow cylindrical part (130) is fitted and partially located within the other end of the piston rod (72). The intermediate hollow cylindrical part (130) has a lower cylindrical portion for locating and fixing the piston (140) and the piston (140) is positioned within the inner tube (64). The rebound spring (70) is located between an annular rib given on the intermediate hollow cylindrical part (130) and the lower surface of the lower guide (G1) (refer fig. 4).

[0027] The first main spring (58) is located between the spring seat (S1) given on the mounting bracket (54) and the spring seat (S2) given on the outer tube (62). The second main spring (68) is located between lower end of the spring seat (S2) given on the outer tube (62) and the spring seat (S3) given on the mounting bracket (56). The outer tube (62) is fixed within the open cylindrical portion of the mounting bracket (56). The inner tube (64) is fixed concentrically with the outer tube (62) within the open cylindrical portion of the mounting bracket (56). The canister (52) is fitted on lower end of the mounting bracket (56) and is connected by a passage to lower end of the open cylindrical portion of the mounting bracket (56) (refer fig. 4).

[0028] The damping pin (122) is located inside the hollow cylindrical portion of the piston rod (72) above the intermediate hollow cylindrical part (130). The screw (80) is located above the damping pin (122) and within a hollow space within the mounting bracket (54). The motor (30) is linked to the screw (80) and is supported on outer surface of the mounting bracket (54). The motor (30) is further linked to the electronic control unit (20) via communication protocol (40).

[0029] The base valve assembly (66) is mounted at the base of the open cylindrical portion of the mounting bracket (56) and located within the inner tube (64), a passage given in the mounting bracket (56) bellow the base valve assembly (66) connects the space given below the base valve assembly (66) and the space between the inner tube (64) and the outer tube (62).

[0030] The guiding and sealing assembly (74) has a lower guide (G1) having surfaces resting on both the upper surface of inner tube (64) and inner curved surface of the outer tube (62), an upper guide (G2) having sealing lips that is located resting above the lower guide (G1) and has a curved surfaces resting on inner curved surface of the outer tube (62), a top cap (TC) located above the upper guide (G2) and fixed to the open end of the outer tube (62), the guiding sealing assembly (74) has a central opening to allow the piston rod (72) to reciprocate.

[0031] When the rider of the motor vehicle begins operating the motor vehicle, the initial output transmitted from the temperature sensing element (10) to the electronic control unit (20) would indicate a low temperature (unless a high ambient temperature has kept this base temperature level high). The electronic control unit (20), based on the input reading received would cause the motor (30) to rotate the screw (80). If the sensed temperature is low, the rotation of the screw (80) would cause the damping pin (122) to rise under action of the restoring force provided by a spring placed between the damping pin (122) and the intermediate hollow cylindrical part (130). This would cause an increase gap in between the damping pin (122) and the intermediate hollow cylindrical part (130). Thus when the vehicle would pass over a road surface irregularity causing compression of the suspension unit (50), the increased gap would allow the damping fluid to flow from within the lower central opening of the intermediate hollow cylindrical part (130) and out of the upper central opening of the intermediate hollow cylindrical part (130) more easily due to an increase in available outlet area. The damping fluid flowing past the damping pin (122) would then be expelled behind the piston (140) via openings given on the cylindrical curved surface of the piston rod (72). The damping force generated via the damping pin (122) and the intermediate hollow cylindrical part (130) arrangement during compression of the suspension unit (50) would hence be reduced. Given that damping fluid become more viscous when the temperature is low, the overall effect would be the retention of damping performance irrespective of the temperature sensed by the temperature sensing element (10).

[0032] This process of sensing the temperature via temperature sensing element (10) and adjusting position of the damping pin (122) via operation of the motor (30) is continuous after the vehicle is turned on. This maintains a consistency to the damping performance of the suspension unit (50) even when it is operated in different temperatures or for a prolonged duration in varied road conditions. The continuous sensing and adjustment can also be adjusted to change damping pin (122)’s position even while suspension unit (50) is still compressing or expanding.

[0033] Alternatively, if the temperature sensed by the temperature sensing element (10) is high, the electronic control unit (10) will cause the motor (30) to rotate the screw (80) so as to lower the damping pin (122) and bring it closer to the central opening of the intermediate hollow cylindrical part (130), thereby reducing the gap in between them. In this position of the damping pin (122), when the vehicle would pass over a road surface irregularity, the damping fluid would be forced to flow through a restricted gap between the damping pin (122) and upper central opening of the intermediate hollow cylindrical part (130). This would cause the damping force generated via the damping pin (122) and the intermediate hollow cylindrical part (130) arrangement during compression of the suspension unit (50) to increase. Given that damping fluid become less viscous when the temperature is high, the overall effect would be the retention of damping performance irrespective of the temperature sensed by the temperature sensing element (10).

[0034] In another mode of operation of the automated damping control system (100), the operation of the motor (30) can also be caused manually by operation of the auto bypass switch (120) by the vehicle user. Based on the perceived requirement, the auto bypass switch (120) can also be operated to either cause the screw (80) to be set so as to either lift the damping pin (122) further above, or to lower the damping pin (122) closer to the upper central opening of the intermediate hollow cylindrical part (130). The damping characteristics manually fixed at one particular level by the rider are also automatically maintained at that level by the damping control system (100) regardless of the change in the ambient temperature, duration of usage and the road conditions.

[0035] During compression of suspension unit (50), the first main spring (58) and the second main spring (68) respectively between the spring seat (S1 and S2) and spring seat (S2 and S3) would be compressed to a different extent depending upon there stiffness. The energy absorbed by the springs (58 and 68) would be dissipated both by the piston (140) and the base valve assembly (66) during compression and expansion. The piston (140) just like the base valve assembly (66) is characteristically provided with shims, orifices and ridges between alternate orifices on both sides.

[0036] The ridges on one side of the piston (140) and the base valve assembly (66) support one set of shims stacked in a pyramid shape. These shims, due to the presence of the ridges on one side, allow the shims to cover only one set of alternate orifices on one side of the piston (140) and the base valve assembly (66). The other set of alternate orifices that are not covered on one side, are covered by another stack of shims stacked in a pyramid shape given on the other side of the piston (140) and the base valve assembly (66). These shims (on the other side), due to presence of the ridges on the other side, allow the shims to cover only the set of alternate orifices on the other side of the piston (140) and the base valve assembly (66) that are not covered on the one side of the piston (140) and the base valve assembly (66) by the first set of check valves. This overall arrangement allows the first set of shims to lift up and allow damping fluid to flow only when the suspension unit (50) is compressed. The other set of shims lift up and allow damping fluid to flow only when the suspension unit (50) is expanding.

[0037] Therefore given the construction of suspension unit (50), when the piston (140) moves further into the inner tube (64) during compression, the damping fluid flows from inside the inner tube (64) and via the base valve assembly (66) and the damping fluid flow channel (60) into the canister (52). The damping fluid also flows into the chamber formed between the inner tube (64) and the outer tube (62) via a channel connecting the space below the base valve assembly (66) and said chamber between the inner tube (64) and the outer tube (62). During expansion of the suspension unit (50), the direction of flow is reversed. As the piston (140) moves back to its original position, the damping fluid flows back into the inner tube (64) from the canister (52) and via the damping fluid flow channel (60) and then base valve assembly (66). The damping fluid also flows back from the chamber formed between the inner tube (64) and the outer tube (62) to the inner tube (64) via the channel connecting the space below the base valve assembly (66) and said chamber between the inner tube (64) and the outer tube (62). The damping fluid that flowed through the lower central opening and out of the upper central opening of the intermediate hollow cylindrical part (130) and then through the openings given in the piston rod (72) and finally exited into the chamber formed above the piston (140) during compression, also flows back in the reverse direction though the same flow path back into the inner tube (64). This arrangement ensures that sufficient damping force is generated during both compression and expansion of said suspension unit (50) to cause dissipation of energy going into and coming out of compression and expansion of springs (58 and 68).

[0038] The lower guide (G1) (of the guiding and sealing assembly (74)) having surfaces resting on both the upper surface of inner tube (64) and inner curved surface of the outer tube (62), guides the reciprocating piston rod (72) so as to ensure that it does not tilt and cause scratching of the piston (140) against the inner curved surface of the inner tube (64). The upper guide (G2) having sealing lips that are located resting above the lower guide (G1) ensures that the damping fluid does not leak past it and out of the suspension unit (50) while ensuring sufficient lubrication of outer curved surface of the piston rod (72). The top cap (TC) at this instant works to ensure that the other components of the guiding and sealing assembly (74) are kept firmly in their position.

[0039] During full compression of the suspension unit (50), the bump rubber (76) located on the piston rod (72) between a top cap (TC) and a flat fixing nut (FN) given below the spring seat (S1) absorbs the residual force causing compression of the springs (58 and 68) to prevent metal to metal contact between the top cap (TC) and the flat fixing nut (FN). During expansion of the springs (58 and 68), it is the rebound spring (70) compresses between the sealing and guiding assembly (74) and the intermediate hollow cylindrical part (130) to prevent metal to metal contact between said features.

[0040] Referring to Figs. 2a, 2b and 2c, another embodiment of the automated damping control system (200) in suspension of a vehicle comprises of at least a pressure sensing element (13a or 13b), an electronic control unit (20), a motor (30), communication protocol (40) and a suspension unit (50). The pressure sensing element is selected from a set of (13a and 13b) wherein the pressure sensing element (13a) is mounted inside the canister (52) and the other pressure sensing element (13b) is mounted inside the suspension unit (50). Said pressure sensing elements (13a or 13b) are in communication with the electronic control unit (20) through the communication protocol (40). The motor (30) is fitted on the mounting bracket (54) of the suspension unit (50) and is in continuous communication with the electronic control unit (20) through the communication protocol (40). The electronic control unit (20) is mounted suitably inside the vehicle in close proximity of the pressure sensing element (13a or 13b) and is configured to control the damping characteristics automatically through the motor (30) in response to the change in pressure of the damping fluid sensed by pressure sensing element (13b) or the change in pressure of gas sensed by the pressure sensing element (13a).

[0041] The pressure sensing element (13a) is mounted inside the canister (52) on the gas cap (53) and the other pressure sensing element (13b) is mounted on the base valve (66) of the suspension unit (50). The pressure of the gas or the damping fluid is being sensed by the pressure sensing elements (13a) and (13b), respectively, and is communicated to the electronic control unit (20). The electronic control unit process the same and accordingly actuate the motor (30) or the actuator provided therefor as explained above.

[0042] Referring to Fig. 3, still another embodiment of the automated damping control system (300) in suspension of a vehicle comprises of a temperature sensing element (10), a pressure sensing element (13a or 13b), an electronic control unit (20), a motor (30), communication protocol (40) and a suspension unit (50). The temperature sensing element (10) is rigidly mounted inside a housing (11) on the outer surface of the canister (52) in such way that the damping fluid flow channel (60) of the canister (52) is collinear with said temperature sensing element (10) and is in communication with the electronic control unit (20) through the communication protocol (40). The pressure sensing element selected from a set of pressure sensing element (13a) mounted inside the canister (52) on the gas cap (53) and the pressure sensing element (13b) mounted on the base valve (66) of the suspension unit (50); said pressure sensing element (13a or 13b) is in communication with the electronic control unit (20) through the communication protocol (40).

[0043] The motor (30) is fitted on the mounting bracket (54) of the suspension unit (50) and is in continuous communication with the electronic control unit (20) through the communication protocol (40); and shaft of the motor (30) is rigidly fixed to the screw (80) inside the bracket (54) of the suspension unit (50) making positive and continuous communication with the said screw (80). The control unit (20) is mounted suitably inside the vehicle in close proximity of the sensing elements (10 and, 13a or 13b) and is configured to control the damping characteristics automatically through the motor (30) in response to the change in temperature of the damping fluid and pressure of the gas or damping fluid. In this embodiment of the invention, the pressure of the gas or the damping fluid and the temperature of the damping fluid is being sensed by the pressure sensing elements (13a or 13b) and the temperature sensing element (10) and is communicated to the electronic control unit (20). The electronic control unit process the same and accordingly actuate the motor (30) or the actuator provided therefor as explained above.

[0044] The automated damping control system of the invention disclosed above provides the following advantages:
- The system imparts the advantage of automatically adjusting the damping values during running condition of the vehicle in response to the variation in the temperature of the damping fluid and pressure of the damping fluid or the pressure of the gas.
- The system provides the facility of bypassing the auto mode of damping control and adjust the damping characteristics with respect to the road condition as per the convenience of the user.
- The system is simple in construction and economic in nature leading to easy to maintain.
- The damping performance of the suspension unit (50) remains consistent regardless of the ambient temperature, duration of usage and the road conditions.
- The damping characteristics fixed manually at one particular level by the rider is automatically maintained by the damping control system regardless of the change in the ambient temperature, duration of usage and the road conditions.
- The range of compression and rebound damping performance obtainable from the suspension unit (50) is greatly increased as the damping control system (100) can change the position of damping pin (122) continuously even as the compression or expansion of the suspension unit (50) is taking place.
- The system provides improved ride comfort to the rider irrespective of the road condition with wide range of operating conditions.

[0045] The foregone description of the specific embodiment reveals the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It must be understood that the construction of the piston (140) and the base valve assembly (66) can be changed to arrive at a completely different suspension unit. As long as there is a damping pin (122), an intermediate hollow cylindrical part (130), a screw (80) and a motor / an actuator (30) in the arrangement as described, all these variations must be understood to lie within the scope of the claims of this invention.

[0046] It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.